WO2012072316A1 - Procédé et dispositif pour entraîner un véhicule à moteur - Google Patents

Procédé et dispositif pour entraîner un véhicule à moteur Download PDF

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Publication number
WO2012072316A1
WO2012072316A1 PCT/EP2011/067316 EP2011067316W WO2012072316A1 WO 2012072316 A1 WO2012072316 A1 WO 2012072316A1 EP 2011067316 W EP2011067316 W EP 2011067316W WO 2012072316 A1 WO2012072316 A1 WO 2012072316A1
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WO
WIPO (PCT)
Prior art keywords
drive
electric machine
determined
torque
parameter
Prior art date
Application number
PCT/EP2011/067316
Other languages
German (de)
English (en)
Inventor
Jens-Werner Falkenstein
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP11764203.3A priority Critical patent/EP2646303B1/fr
Publication of WO2012072316A1 publication Critical patent/WO2012072316A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1886—Controlling power supply to auxiliary devices
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for driving a motor vehicle, which has at least one drive unit in the form of an electric machine, which is supplied with a torque request and a device for carrying out the method.
  • Drive units in motor vehicles or motor vehicle drives such as internal combustion engines, electric machines or hydraulic motors respond to load jumps, which are caused for example by the request of the driver, only delayed. They thus have a limited drive dynamics.
  • the drive dynamics are usually even more limited.
  • a control system for a hybrid electric vehicle for anticipating the need for a change of mode is known, the hybrid electric vehicle having an internal combustion engine in addition to an electric motor.
  • an anticipatory function is executed which uses the value and the magnitude of the change of the accelerator pedal position triggered by the driver and the vehicle speed to calculate a power demand and determines the remaining time until the
  • a drive unit designed in the form of an electric machine is operated as required and at the highest possible efficiency, even if the driving dynamics are thereby additionally limited.
  • a drive unit designed in the form of an electric machine is operated as required and at the highest possible efficiency, even if the driving dynamics are thereby additionally limited.
  • a plurality of drive parameters of the electric machine and / or of the motor vehicle are determined in a forward-looking manner, which simultaneously take effect at a later time.
  • the predictive determination of the drive parameters is coordinated with one another over time, which means that the values predicted at time t are approximately reached at a later common time t + At from the then current drive parameters of the electric machine and / or the motor vehicle.
  • Such a forward-looking view reliably ensures that the desired drive parameters are always available at the right time for the control of the drive unit.
  • a feedforward control which takes several predictive certain parameters into account, is improved by the timely coordinated anticipatory determination.
  • the drive parameter is determined depending on its dynamics at a given time and effective at a later time.
  • the method can be repeatedly executed in the sense of a scanning system for individual scanning steps. It is in one, the current
  • Time t1 associated sampling step determines a value of the drive parameter, which is only at a later (future) time t1 + At effective. correspond
  • a value of the drive parameter is determined which becomes effective only after the time period At after the time t2.
  • the determination of the drive parameter as a function of its dynamics takes place, for example, based on the time profile of the drive parameter from a previous to the current time or using a mathematical model, for example, the electric machine and / or the motor vehicle.
  • the mathematical model describes the behavior of the drive parameter and its response to influences such as a driving condition of the motor vehicle and the torque request.
  • the determination of the drive parameter as a function of its dynamics takes into account, for example, conditions that are obtained from the information of a safety system such as ESP system, a driver assistance system such as navigation system, adaptive cruise control or information from environmental sensors such as gradient, temperature and rain sensors.
  • a safety system such as ESP system
  • a driver assistance system such as navigation system
  • adaptive cruise control or information from environmental sensors such as gradient, temperature and rain sensors.
  • environmental sensors such as gradient, temperature and rain sensors.
  • a maximum speed limit, a vehicle driving ahead in overtaking prohibition, or a wet or icy roadway combined with ESP interventions influence the dynamics of the drive parameter, since vehicle acceleration or an increase in torque demand is only limitedly possible.
  • the road gradient also influences the dynamics of the drive parameter. For example, events coming from map information such as city crossings, curves or slopes are taken. Together with a driver model adapted to the driver's past behavior, it is possible to conclude on future behavior such as accelerator and brake pedal actuation, and thus also on the dynamics of the drive parameter
  • a desired value for at least one operating parameter of the electric machine and / or the power supply unit is determined on the basis of the drive parameter determined in advance at the predetermined time.
  • the operating parameter follows the setpoint delayed due to the drive dynamics of the electric machine or the power supply unit.
  • the setpoint is determined taking into account these drive dynamics.
  • Operating parameters create the prerequisite for the drive parameters of the electric machine and / or the motor vehicle.
  • the setpoint value is determined on the basis of the drive parameters determined in advance with respect to the times t1 or t2.
  • the later point in time is determined as a function of the dynamics of the electric machine or the dynamics of the energy supply unit so that the operating parameter reaches the desired value at the later time.
  • the operating parameter follows the setpoint according to the drive dynamics of the electric machine or the power supply unit delayed.
  • the predictive determination of the drive parameter is timed to the drive dynamics, which means that the operating parameter reaches the setpoint determined or predetermined at time t preferably at the later time t + At, at which the drive parameter determined in advance at time t becomes effective ,
  • the determination of the setpoint value of the at least one operating parameter takes into account the current and / or predefined future operating states of ancillary units.
  • ancillary components considered include, for example, an electric steering system, an electric brake system or an electrical air conditioning system of the motor vehicle.
  • Such accessories require energy that is provided by the power supply unit or the electric machine in the generator mode and influence the performance of the power supply unit and the electric machine.
  • the operating parameter is a supply voltage or a supply power of the energy supply unit or a magnetization of the electric machine.
  • the setpoint value of at least one operating parameter remains unaffected by brief interventions in the drive train of the motor vehicle.
  • the control of the drive train is only influenced by long-term interventions. This non-influencing should take place in particular in the case of intermittent interventions which reduce the amount of drive power in absolute terms, for example in the case of intermittently reducing interventions of a driving stability system.
  • the predictively determined, at least one drive parameter and / or the setpoint value of at least one operating parameter in the case of a pending ratio change in the drive train is determined based on a forwardly determined translation before the current gear ratio corresponds to the forwardly determined gear ratio.
  • the method according to the invention can thus also be used for changes in the drive train, for example the transmission circuit.
  • the predictive determined drive parameter is plausible or limited by means of drive parameter limits and / or the setpoint value of at least one operating parameter by means of operating parameter limits.
  • structurally given or physically or by the control specified limits of the aggregates are taken into account, so that even with active limitations of anticipatory certain drive parameters at a later time is effective and / or the operating parameters reaches the setpoint at a later date.
  • the drive parameter limits and / or operating parameter limits are determined in a forward-looking manner.
  • the plausibility or limitation of the drive parameters or the setpoint values of the operating parameters preferably takes place for the later point in time at which these become effective.
  • the plausibility check is carried out with the predictive determined drive parameter limits and / or operating parameter limits, which also take effect at the later time. This allows reliable control.
  • the drive parameter represents a drive torque, a drive speed and / or a drive power.
  • the drive torque, the drive speed and / or the drive power are determined in a forward-looking manner based on the time profile of a desired drive torque or a nominal drive power. By determining the time course, the dynamic behavior of the desired drive torque or a nominal drive power is taken into account.
  • the drive torque, the drive speed and / or the drive power are calculated on the basis of the dynamic behavior of at least one "
  • a delaying element is, for example, a filter, a gradient limitation or a driveability filter. Since each torque request is mostly handled by such a delaying element, the consideration of the delaying elements leads to an improvement in the accuracy of the control in the predictive determination of the drive torque, the future drive speed and / or the future drive power.
  • the properties of the retarding element are usually known, so that they can be taken into account advantageously in the predictive determination.
  • the drive torque, the drive speed and / or the drive power are determined based on the time profile of a measured or modeled or observed drive train speed or vehicle longitudinal movement. This has the advantage that the precontrol of the electric machine and / or the power supply unit takes place as a function of the driving condition and the ambient conditions of the motor vehicle.
  • a development of the invention relates to a device for driving a motor vehicle, which has at least one drive unit in the form of an electric machine to which a torque request is supplied.
  • means are provided which predictively determine at least one drive parameter of the electric machine and / or the motor vehicle depending on the torque request and which the electric machine and / or the power supply unit of the electric machine with the at least one anticipatory pre-control certain drive parameters.
  • This has the advantage that load peaks on the energy supply unit, such as a battery, are reduced, whereby in most cases it is possible to dispense with additional energy supply units for the electric machine. This leads to a cost, weight and space favorable design of the drive train.
  • the energy supply unit is designed as a fuel cell or as a further electric machine operated in generator mode or as a combination of a further electric machine with an internal combustion engine, ie range extender.
  • Figure 1 Schematic representation of a drive train with a range extender designed as a combination of an electric machine with an internal combustion engine
  • FIG. 2 shows a signal flow diagram for controlling the range extender and the drive train according to FIG. 1
  • FIG. 1 shows a drive train 1 which has an electric machine 2 and an internal combustion engine 9.
  • the internal combustion engine 9 is connected to a second electric machine 4, wherein the electric machines 2 and 4 or their AnSteuerüen not shown lead to a control unit 10 and communicate with this bidirectional data.
  • the control unit 10 also communicates with the engine 9 and the battery 3.
  • the electric machine 2 further leads to a differential 5, which acts on two drive shafts 6 of the motor vehicle, which in turn drive the drive wheels 7 and 8, which are fixed to the drive shafts 6.
  • the battery 3 is coupled to the not shown AnSteuerismeen the electric machines 2 and 4. Of the
  • Internal combustion engine 9 and the second electric machine 4 form an internal combustion engine generator system (a range extender), which generate electrical energy while driving and thus can charge the battery 3 or supply the electric machine 2.
  • an internal combustion engine generator system (a range extender), which generate electrical energy while driving and thus can charge the battery 3 or supply the electric machine 2.
  • FIG. 2 shows an example of a signal flow diagram for the inventive control of a motor vehicle, in which the electric machine 2 and the Electric machine 4 is designed according to Figure 1 as an asynchronous or externally excited synchronous machine.
  • the control of the motor vehicle is stored in the control unit 10.
  • a torque request in the form of a desired torque M Acc ped is from the control unit 10.
  • the torque request may also be influenced by an idling controller, by a maximum speed limitation, a cruise control system, a cruise control, a maximum speed limit, a creeping controller, a starting assistance, by interventions by automated transmissions and / or safety systems such as the ESP.
  • the resulting filtered target torque M DeS Fit is additionally gradient- limited in the region of its zero crossing in order to avoid load impacts when passing through lots or play in the drive train.
  • the torque generated by the electric machine 2 is specified by means of a setpoint torque M Des . In normal operation (that is, without intervention of a Fahrstabili- tuschssystems, transmission system or a maximum speed limit) corresponds to the target torque M of the electric machine 2 to the target torque
  • MoesFit which is influenced by the driver on the position of the accelerator pedal.
  • a predicted target torque M Ac cPedPraed is determined. In FIG. 2, this takes place in block 12, which determines the time derivative of the setpoint torque M Acc p e d (t) and outputs an additional torque component M Gra d as a function of this, which is added to the setpoint torque M Acc p e d in block 13.
  • M G rad is positive, so that the predefined setpoint torque M Acc pedPraed leads the target torque M Acc p e d.
  • a predeterminable rotational speed can be determined in accordance with the following described to determine the anticipated predetermined torque M Acc pedPraed n
  • the anticipated determined setpoint torque M Ac cPedPraed is low-pass filtered in an optional block 14 and results in a filtered, predictive setpoint torque M DeS FitPraed-
  • the occurring delay in the filter 14 is less than the deceleration in the drivability filter 11, so that by the different Dynamics of the two blocks 1 1 and 14 results in an additional advance of the pre-determined, filtered setpoint torque M D esFitPraed with respect to the filtered desired torque M DeS Fit.
  • the height of the desired advance can be set.
  • a predefined setpoint torque M Des praed for the electric machine 2 corresponds to the filtered, predefinitely determined setpoint torque M DeS FitPraed-
  • Interventions are coordinated via the torque limits MoesMax and M DeS Min.
  • Short-term interventions of the driving stability system short-term interventions for limiting the maximum speed or short-term gear shift interventions, which reduce the torque generated by the electric machine 2
  • short-term interventions do not influence the anticipated predetermined torque M Des praed- Short-term interventions that increase the amount of torque generated by the electric machine 2 influence the torque limits M De sPraedMax and M De sPraedMin also the anticipated certain target torque M Des praed ( Block 17, 18).
  • the internal combustion engine generator system (range extender) formed by the internal combustion engine 9 and the second electric machine (4) is influenced in order to adapt the generated electrical energy to the torque increase of the electric machine 2.
  • the torque limits M Des praedMax and M D esPraedMin are determined in a forward-looking manner.
  • a dynamic model of the vehicle is stored, which calculates from the time course of the rotational speed or angular velocity oo (t) of the electric machine 2 a predicted angular velocity w Pra ed of the electric machine 2.
  • Input variables are, for example, the current oscillation speed oo (t), the current angular acceleration dw / dt, the setpoint torque M Des, and the predicted setpoint torque M des praed for the electric machine 2.
  • An estimated moment of inertia J which is the inertial masses of the rotationally moved Parts and the vehicle mass simulates, as well as an estimated driving resistance torque M D , which simulates the air, pitch and rolling resistance of the vehicle, also form input parameters for the block
  • the estimates may e.g. take place with the help of an adaptation or a Störssennbeobachter. With a pending translation change in the powertrain 1 future translations and their effects on angular velocity, torques and inertias are considered.
  • the forward looking determinations are timed to each other. That is to say, the current angular velocity ⁇ of the electric machine 2 will reach the value of the angular velocity w Pra ed (t) determined in advance, at a later time t + At in the future:
  • the current setpoint torque M Des is to reach the later (future) point in time t + At the value of the setpoint torque M Des praed (t) determined in advance, at time t:
  • the power supply unit 23 consists, for example, of the battery 3, that of the internal combustion engine 9 and the second electric machine 4 formed
  • Internal combustion engine generator system (range extender) 27 and / or a fuel cell 26 are usually combined with a buffer such as a battery or a double-layer capacitor.
  • the anticipated certain power Psipraed is used for precontrol or compensation of the limited drive dynamics of the power supply unit 23.
  • the internal combustion engine generator system (range extender) 27 and / or the fuel cell 26 then generates electrical energy as needed. This can be used to minimize peak loads. The maximum energy content of an additional buffer memory can be reduced.
  • the prospective power Psipraed to be generated in the future may be used to provide a target operating point for the power supply unit 23 (eg, a target angular velocity w Ge nDes (t), a target torque M Ge nDes (t), and / or a generator target rotor flux ijjRGenDes (t) for the Engine Extender (Range Extender) 27), which is then set to the future time t + At.
  • a target operating point for the power supply unit 23 eg, a target angular velocity w Ge nDes (t), a target torque M Ge nDes (t), and / or a generator target rotor flux ijjRGenDes (t) for the Engine Extender (Range Extender) 27
  • a target operating point for the power supply unit 23 eg, a target angular velocity w Ge nDes (t), a target torque M Ge nDes (t), and / or a generator
  • Generator system can be operated with optimum efficiency at reduced angular velocity and reduced generator rotor flux, resulting in a limited driving dynamics, since a buildup of the angular velocity or the generator rotor flux can not be sudden and requires a higher on-talk time than, for example, a torque build-up at maximum generator rotor flux.
  • the air supply system leads to a limited drive dynamics.
  • the limited drive dynamics is compensated by feedforward control with the anticipated determined future power Psipraed or the desired operating point for the power supply unit 23.
  • An optimal response to a short-term increase in electrical power consumption, for example due to a sudden increase in the desired torque M Acc ped is ensured according to the invention.
  • Target torque M Des praed and ahead certain angular velocity Wp r aed is then determined in block 24, a target value for an optimized efficiency ijjRDes rotor flux of the electric machine. 2
  • the then current values oo (t + At), M Des (t + At), U (t + At) become the pre-determined values w Prae d (t), M Des praed (t), U Pra ed (t) approximate:
  • the current rotor flux ⁇ ⁇ of the electric machine 2 follows the setpoint n) RDe s delayed due to the drive dynamics . It is optimal if the rotor flux ijj R (t + At) which is present at the later (future) time t + At is at the time t based on the anticipated determined values w Prae d (t), M Des praed (t), U Pra ed (t) the setpoint value ijjRDes (t) corresponds to:
  • the period of time A t is matched to the drive dynamics of the rotor flux and adjusted with changing drive dynamics during operation. That is, at time t + At adjusts itself with respect to the then-current values w (t + At), M Des (t + At) and U (t + At) efficiency optimum rotor flux ijj a R (t + At).
  • the feedforward control works optimally under these conditions.
  • An efficiency-optimal operation of the electric machine 2 as well as an optimal response to, for example, a sudden change in the desired torque M Acc ped are ensured according to the invention. In the partial load range of the electric machine 2, a reduced rotor flux leads to improved efficiency and is preferable for energetic reasons.
  • the converted powers behave very dynamically ,
  • the effect of the low-pass filter 11 is possibly canceled, which is associated with increased dynamics in the target torque M Des .
  • an increase in the rotor flux may make sense (rotor flux reserve), eg to recuperate as much energy as possible. This creates a reserve for a sudden increase in the magnitude of the torque generated by the electric machine 2.
  • the rotor flow reserve is based on foresight certain th values, for example w Pra ed (t), M Des praed (t) and Up ra ed (t) determined.
  • a setpoint value for a reserve is determined based on one or more predictively determined drive parameters of the electric machine 2 and / or of the motor vehicle.
  • the predictive determination of the drive parameters is matched to the control dynamics of the reserve. That is to say, at a future time t + At, at which the then current values of the drive parameters which at a certain time determined at the time t
  • the reserve should also reach the setpoint determined at time t.
  • the period of time At is matched to the drive dynamics of the reserve and adjusted as the driving dynamics change during operation.
  • the reserve may for example be a torque reserve, which is set via a rotor flux reserve or a
  • Power reserve which is set by means of target operating point for the power supply unit 23.
  • the reserve is not required if the predictive determination of the drive parameters leads to minor deviations.
  • the reserve is only needed if at a future time t + At the current values of the drive parameters deviate increasingly from the values of the drive parameters determined in advance at time t, for example because an unexpected or not taken into account in the anticipatory determination Condition of the motor vehicle occurs. This occurs, for example, when an electric steering or braking system in a critical driving state suddenly has a greatly increased power consumption. With only one electric machine 2 and only one power supply unit 23 of the
  • Electric machine 2 are a pilot control or a reserve of the electric machine 2 and a feedforward or a reserve of the power supply unit 23 equally required.
  • a torque build-up on the electric machine 2 during engine operation requires an additional power to be applied by the power supply unit 23.
  • the feedforward or reserve of the electric machine 2 and the feedforward control or reserve of the energy supply unit 23 are preferably matched to one another.
  • the feedforward controls cause the power of the electric machine 2 and the power of the power supply unit 23 to match one another.
  • the reserves of the electric machine 2 and the power supply unit 23 are matched.
  • both reserves allow a torque build-up by the same torque difference.
  • the two reserves are therefore used up at the same time using a torque build-up using the reserves.
  • the operating conditions, pilot controls and reserves of other electrical components, e.g. ancillary components are taken into account. As a result, an efficiency-optimal operation of the electric machine 2 and the power supply unit 23 and thus of the entire motor vehicle is possible.
  • Range extender 27, fuel cell 26, and battery 3, respectively may be used to control the cooling performance of cooling systems. This prevents temperature peaks, which increases the efficiency and service life of drive units and energy supply units. The cooling capacities can be reduced as needed, which contributes to energy savings.
  • the invention can also be used in several drive units, which act together.
  • the behavior of an operating strategy which divides torques, rotational speeds or powers into the drive units is to be considered or the operating strategy is recalculated with the predicted values as input variables, resulting in an anticipated looking certain breakdown in addition to the current split results.
  • certain drive units and power supply units are advantageously piloted.
  • the drive units are usually assigned their own driveability filters. For predictive determination, the dynamic behavior of the driveability filters is used, or the filter input quantities are used.
  • torque or power redistributions between the drive units can be determined in advance, for example, in all-wheel-drive electric vehicles, each with an electric machine, each drive axle or drive wheel.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé pour entraîner un véhicule à moteur qui comporte au moins un groupe motopropulseur se présentant sous la forme d'un moteur électrique (2) auquel est appliquée une demande de couple (MAccPed). Afin de faire fonctionner un groupe motopropulseur en fonction des besoins et avec le meilleur rendement possible, au moins paramètre d'entraînement (MAccPedPread, MDesPrad, ωPraed, PEl Praed) du moteur électrique (2) et/ou du véhicule à moteur est défini par anticipation en fonction de la demande de couple (MAccPed), le moteur électrique (2) et/ou l'unité d'alimentation en énergie (23) du moteur électrique (2) étant pilotés en fonction du paramètre d'entraînement (MAccPedPread, MDesPrad, ωPraed, PEl Praed) défini par anticipation.
PCT/EP2011/067316 2010-12-03 2011-10-04 Procédé et dispositif pour entraîner un véhicule à moteur WO2012072316A1 (fr)

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EP11764203.3A EP2646303B1 (fr) 2010-12-03 2011-10-04 Procédé et dispositif pour entraîner un véhicule à moteur

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DE102010062379.2 2010-12-03
DE102010062379A DE102010062379A1 (de) 2010-12-03 2010-12-03 Verfahren und Vorrichtung zum Antrieb eines Kraftfahrzeuges

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DE102013213792A1 (de) * 2013-07-15 2015-01-15 Continental Teves Ag & Co. Ohg Verfahren zur Radantriebsschlupfvermeidung und Antriebsregeleinheit
DE102013109232A1 (de) 2013-08-27 2015-03-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Abgleichen von Drehmomentanforderungen mehrerer Antriebsaggregate eines Kraftfahrzeugs
DE102015223588A1 (de) 2015-11-27 2017-06-01 Bayerische Motoren Werke Aktiengesellschaft Steuersystem mit mindestens einer elektronischen Steuereinheit zur Steuerung eines Verbrennungsmotors in einem Hybridfahrzeug
DE102017215492A1 (de) * 2017-09-04 2019-03-07 Bayerische Motoren Werke Aktiengesellschaft Bereitstellung einer für eine zukünftige Längsführung eines Kraftfahrzeugs charakteristische Größe für eine Antriebssteuereinheit
DE102017215491A1 (de) * 2017-09-04 2019-03-07 Bayerische Motoren Werke Aktiengesellschaft Bereitstellung eines Fahrleistungsgrenzwerts eines Antriebs eines Kraftfahrzeugs für ein Fahrerassistenzsystem
DE102018209434A1 (de) 2018-06-13 2019-12-19 Audi Ag Verfahren zum Betreiben einer einem Kraftfahrzeug zugeordneten Brennstoffzellenvorrichtung sowie Kraftfahrzeug mit einer Brennstoffzellenvorrichtung
DE102018217106A1 (de) * 2018-10-05 2020-04-09 Robert Bosch Gmbh Verfahren zum Betreiben einer Antriebsvorrichtung eines Hybridfahrzeugs

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DE19831487C1 (de) * 1998-07-14 2000-03-16 Daimler Chrysler Ag Verfahren zum Betrieb eines eine Batterie aufweisenden Hybridantriebes eines Kraftfahrzeuges
JP2003343303A (ja) * 2002-05-29 2003-12-03 Honda Motor Co Ltd ハイブリッド車両
DE10149905B4 (de) 2000-10-11 2005-04-07 Ford Global Technologies, LLC (n.d.Ges.d. Staates Delaware), Dearborn Steuerungssystem für ein Hybrid-Elektrofahrzeug
WO2008128416A1 (fr) * 2007-04-19 2008-10-30 The Chinese University Of Hong Kong Gestion de l'énergie pour véhicules électriques hybrides
EP2070799A2 (fr) * 2007-11-05 2009-06-17 GM Global Technology Operations, Inc. Procédé de prédiction de demande de couple d'un opérateur pour un système de transmission hybride

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19831487C1 (de) * 1998-07-14 2000-03-16 Daimler Chrysler Ag Verfahren zum Betrieb eines eine Batterie aufweisenden Hybridantriebes eines Kraftfahrzeuges
DE10149905B4 (de) 2000-10-11 2005-04-07 Ford Global Technologies, LLC (n.d.Ges.d. Staates Delaware), Dearborn Steuerungssystem für ein Hybrid-Elektrofahrzeug
JP2003343303A (ja) * 2002-05-29 2003-12-03 Honda Motor Co Ltd ハイブリッド車両
WO2008128416A1 (fr) * 2007-04-19 2008-10-30 The Chinese University Of Hong Kong Gestion de l'énergie pour véhicules électriques hybrides
EP2070799A2 (fr) * 2007-11-05 2009-06-17 GM Global Technology Operations, Inc. Procédé de prédiction de demande de couple d'un opérateur pour un système de transmission hybride

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EP2646303B1 (fr) 2017-03-01
EP2646303A1 (fr) 2013-10-09

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